Engine starter and temperature control system

ABSTRACT

An improved automatic engine starter and control system is described, wherein the control system utilizes temperature sensing apparatus for determining when an engine should be started for warming either the engine, or some controlled area. The automatic starter system utilizes an electronic control system having a holding circuit for providing standby power, an indicator circuit for indicating the selection of the temperature condition that is controlling, an electronically controlled master relay circuit, and a starter control relay circuit for initiating starter action in response to the signals provided from the master relay circuit. Additionally, an electronic timer circuit is provided for limiting the total amount of time that the starter will be activated should the engine fail to start, with the timer circuit deactivating the holding circuit and disengaging the starter should the nonstarting time period exceed the predetermined amount. An electronic control circuit is also provided for controlling the activation of a heating or cooling device in response to a signal indicating that the engine has been started. Electronic time delay circuits are also shown for providing a predetermined time delay following engine die-out before restarting can again be initiated in order to assure the engine has slowed nearly to a stop for preventing damage to the starting mechanism. An electronic safety switch is also described for completely deactivating the control system in the event the gear selection -ever is moved out of the neutral or park position. Circuitry is also described for determining when the engine is self-running for removing control of the automatic control system. Circuits are also described for controlling the throttle setting during starting and idling periods.

United States Patent 72] Andrew Kuehn, H]

St. Paul, Minn. 854,631

Sept. 2, l 969 Mar. 9, 1971 Systematics, Inc.

V St. Paul, Minn.

Inventor Appl. No. Filed Patented Assignee ENGINE STKRTEE ANi)TEMiERATURE CONTROL SYSTEM 15 Claims, 8 Drawing Figs.

US. Cl 290/37 Int. Cl F02n 11/08 Field of Search 290/3 6- Am improvedstarter andcontrol system is described, wherein the control systemutilizes temperature sensing apparatus for determining when an engineshould be started for warming either the engine, or some controlledarea. The automatic starter system utilizes an electronic control systemhaving a holding circuit for providing standby power, an indicatorcircuit for indicating the selection of the temperature condition thatis controlling, an electronically controlled master relay circuit, and astarter control relay circuit for initiating starter action in responseto the signals provided from the master relay circuit. Additionally, anelectronic timer circuit is provided for limiting the total amount oftime that the starter will be activated should the engine fail to start,with the timer circuit deactivating the holding circuit and disengagingthe starter should the nonstarting time period exceed the predeterminedamount. An electronic control circuit is also provided for controllingthe activation of a heating or cooling devicein response to a signalindicating that the engine has been started. Electronic time delaycircuits are also shown for providing a predetermined time delayfollowing engine die-out before restarting can again be initiated inorder to assure the engine has slowed nearly to a stop for preventingdamage to the starting mechanism. An electronic safety switch is alsodescribed for completely deactivating the control system in the eventthe gear selection lever is moved out of the neutral or park position.Circuitry is also described for determining when the engine isself-running for removing control of the automatic control system.Circuits are also described for controlling the throttle setting duringstarting and idling periods.

I R as K- CONTROL o K 2 SYSTEM I6 (no. 2) RIG 12 4s OBI 052 M 34 ST :36[I I] D THROTTLE k-az 54 CONTROL SWI swz sws C'Rcun ll LINKAGE eu mrs GIG2 -52 an 60 smnreg (+v|') MAGNETIC 56 SWITCH 24 7 l8 TIME DELAY VOLTAGEREGULATOR lN-CAR 62 v R. CIRCUIT 25 REVERSE fi NEUTRA R arefi L K zeDRIVE BLOCK THERMAL CONTROL PATENT El] HR 9 I97! SHEET 1 0F 3 I R LCONTROL SYSTEM 16 (FIG. 2) RIG OBI 0B2 2 I f 36 ST C [I [J [I 'm g-fTHROTTLE -32 SWI sw2 sws T CIRCUIT LINKAGE +BLKINTS 0| 62 FOOT CONTROL T(+vn MAGNETIC '8 56 SWITCH (24 TIME DELAY VOLTAGE "j REGULATOR lN-CAR\/.R. CIRCUIT 26 REvERsE '62 SAFETY EL: NEUTRAL/PARK INTERIOR THERMALSWITCH CONTROL 28 DRIVE 42 BLOCK THERMAL CONTROL F/g.

s 26 ST KEY L fl SWITCH 426 430 I- me 422 428 f I N me "HERE I 424NEUTRAL SWITCH f I I6 i 432 I40 DIBI L. .EE E EQ J INVENTOR Fig. 4

ANDREW KUEH/VJZZ' Y gadgwfij ENGINE STARTER AND TEMPERATURE CONTROLSYSTEM BACKGROUND OF THE INVENTION l. Field of the Invention Thisinvention relates to the field of apparatus relating to engine starterand temperature control apparatus for automotive vehicles of thecharacter wherein the engine of the vehicle is set in operation inresponse to alterations in temperature, or at predetermined times, andcaused to be turned off in response to sensed temperature alterations.

2. Description of the Prior Art Various types of engine startingapparatus and arrangements are known to the prior art. These prior artsystems have generally failed to utilize the speed and reliability ofelectronic components, tending primarily to rely on relays and the like,and have failed generally to provide adequately for control of thethrottle during starting and idling. Further, prior art systems havegenerally tended to have inadequate means for determining when theengine is self-running, and have failed to provide adequately .forrecycling time control required when the engine starts and immediatelydies out.

The purpose of the invention, then, is to provide an improved automaticsystem for commencing operation of an internal combustion engine inresponse to sensed temperature conditions, and to cause the engine to beshut off in response to sensed alterations in temperature, and whereinwill be incorporated various novel and improved features andcharacteristics of construction devised to render the system animprovement over apparatus of the same general character' heretoforeknown. As disclosed. in the drawings and hereinafter described,commencement of operation of the engine can be in response to loweringof the temperature thereof below a predetermined temperature level, withengine operation being turned off inresponse to elevation of thetemperature thereof above a predetermined level. Alternatively,commencement of operation of the engine can be in response to loweringof the temperature of a predetermined control space, such as theinterior of an automobile, with the operation of the engine being shutoff in response to elevation of the temperature of the control spaceabove a predetermined level.

Another mode of operation can be the automatic starting of an engine inresponse to elevation of temperature in a controlled space, again suchas an interior of a vehicle, together with the turning on ofair-conditioning equipment, followed by shutting off the engineautomatically in response to the lowering of the temperature in thecontrolled spaced below a predetermined temperature level. It is ofcourse apparent that initiation of actuation of the starting andstopping of the engine can be accomplished in response to phenomenaother than falling or rising temperature, such as by timing mechanisms,or remote control, and that various combinations of temperature sensingcontrol can be utilized. Additional objects are to provide othercircuits and control devices for enhancing the starting and idlingoperation automatically, including providing an improved electronicthrottle control, an improved engine self-running detector, an improvedelectronic time delay for controlling sequencing of the automaticstarting operation, and an improved electronic safety switch forassuring that the entire automatic system will be deactivated should thegear selector be switched out of neutral or park.

SUMMARY In summary, then, this invention includes an automatic controlsystem having an electronic holding circuit for providing standby powerto the automatic starting system, a cranking period timer forcontrolling the total duration permitted to crank the engine withoutdetectingthat it has started, an indicator circuit for visuallyindicating which of a plurality of control parameters is selected forcontrolling the holding circuit, a master power circuit for controllingignition and engine control circuitry for controlling the activation ofexternal devices such as heaters or air conditioners. The control systemis arranged for operation with external parameter sensing devices suchas thermostatic switches, for providing the activation thereof. Thecontrol system also provides signals to an external throttle controlcircuit for controlling the throttle of the engine during starting andduring idle periods, an electronic safety switch is coupled to thecontrol system fordeactivating the automatic control in the event thegear selector is shifted out of neutral or park. An engine self-runningsensing circuit is provided for terminating the application of power tothe starter when it is determined that the engine is selfrunning. Anelectronic time delay circuit is utilized in conjunction with theself-running sensing circuit for prohibiting the control system fromreengaging the starter for a predetermined time after it has been sensedthat the engine'has started, but followed by die-out of engineoperation.

A primary object of this invention, then, is to provide an improvedautomatic engine starting and temperature control system. Yet anotherobjectof this invention is to provide an automatic engine startingsystem that includes an electronic holding circuit for providing standbypower for automatically recycling the starting and stopping operation inresponse to externally sensed conditions. Still a further object of thisinvention is to.provi :le an improved engine starting and temperaturecontrol system utilizing an electronic timer circuit for limiting theduration of applied crank power without the engine starting. Still afurther object of this invention is to provide an improved throttlecontrol circuit for use with an engine starting and temperature controlsystem. Yet another object is to provide an improved time delay circuitfor preventing damage to the starting mechanism when it is determinedthat an engine has started, but has died out, that might result fromattempting to reengage the starter before the engine has sufficientlyslowed down. Yet another object of this invention is to provide animproved sensing circuit for determining when the engine isself-running.

BRIEF DESCRIPTION OF THE DRAWINGS The foregoing and other more detailedand specific objectives will become apparent from a consideration of thefollowing detailed description of the preferred embodiment when viewedin light of the drawings in which: FIG. 1 is a schematic block diagramof the novel engine starter and control system of this invention; FIG. 2is a schematic diagram of the control system; FIGS. 3A and 3B areschematic diagrams of alternative embodiments of time delay circuits; FIG. 4 is-a schematic diagram of an electronic safety switch; FIG. 5 is aschematic diagram of one embodiment of an engine self-running detectingcircuit; and FIGS. 6A and 6B are schematic diagrams of alternativeembodiments of automatic throttle control circuits.

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a schematic blockdiagram of the novel engine starter and control system of thisinvention. It is understood that this system is to be utilized with anengine and its associated fuel supply system and electrical system, butsince these elements are well known and conventional, they are notillustrated herein. Common elements in the electrical system include abattery 10, providing a voltage V1 commonly in the order of 12 volts DC,and having a terminal coupled to ground 12 and a positive terminalcoupled to safety devices such as fuse 14 or circuit breakers; a starter16; a voltage regulator 18; a coil 20; and a distributor 22; and anin-car circuit coupled to a time delay 24. A safety switch 26 isprovided for assuring a grounding path to ground 28 only when the gearselector is in neutral or park, with the safety switch 26 being openwhen in any of the drive positions or in reverse. The control of theinjection of fuel intothe engine and carburetor (not shown) is under thecontrol of a foot control 30 during operator control, therebycontrolling a throttle linkage 32. A throttle control speed controllingcircuit, a cranking activating circuit, and circuit 34 is utilized tocontrol a solenoid 36 for controlling the throttle linkage 32 duringautomatic starting and stopping under the control of this inventivesystem. A heater blower 38 is under the control of relay K whereinpositive voltage is applied through contact K-l through wiper K-2 to theblower 38 when the relay'coil K is energized. A block thermal controldevice 40 is attached to the block of the engine (not shown) andoperates in response to temperature, to provide a closed circuit path toground up to a certain temperature, and to break the circuit path toground above a certain temperature. Similarly, an interior thermalcontrol device 42 is arranged in the interior of a vehicle for sensingthe temperature therein. The interior thermal control device operates toprovide a circuit path to ground up to a certain temperature, and tobreak the circuit path to ground above the predetermined temperature.

The automatic starting and stopping control system of this invention isshown as control system block 44. The details of this control systemwill be set forth in more detail with regard to FIG. 2. The controlsystem 44 has at least two indicator lights B1 and B2, and at leastthree switches SW1, SW2, and SW3. Conductor 46 provides voltage plus V1to the control system. The control system 44 contains several circuitsthat will be described in detail below, but generally can be consideredto include set and hold circuit, a cranking period timer circuit,indicator circuits, power circuit for ignition and engine speedactuation, cranking and ignition boost power circuit, and heater orother accessory cutout circuit. These circuits connect to theappropriate external devices and circuits.

The ignition, identified as IG and not illustrated, is connected to theterminal lG. An ignition boost terminal I-2 from the control system 44is coupled through power resistor RIG to the IG terminal to drop thecurrent in line 48 to the ignition coil 20 when running, to a level thatwill give sufiicient ignition firing voltage, while remaining low enoughto maximize the life of the distributor points during running of theengine.

' This arrangement allows the wire 48 to be placed directly to theignition coil and in series with resistor RIG to drop the coil currentto a level lower than would be normally provided by the in-car ballast.

A special circuit is provided within control system 44 in conjunctionwith terminal KS, for use in the event that any feedback to the ignitionterminal of the in-car key switch would be detrimental. To utilize thisoption, the ignition wire from the key switch is wired to the KSterminal; and the wire removed from the key switch is connected to theIG terminal. For this alternative, no added ballast resistor RIG isused. For the configuration wherein ignition boost is required duringcranking, the [-2 terminal is connected by wire 48 directly to the coil20. The SOL output terminal is coupled over wire 50 to the throttlecontrol circuit 34. This circuit arrangement is utilized for controllingengine speed during the starting and running operations. It should beunderstood that the throttle control circuit 34 need not necessarily beutilized, and that wire 50 can be coupled directly to solenoid 36, whichin turn is linked to the throttle linkage 32. If adjusted to anappropriate desired speed of run and idle, the solenoid 36 alone will besatisfactory. However, if it is desired to manipulate the throttlelinkage 32 during the cranking and starting operation, it isadvantageous to utilize the throttle control circuit 34 in conjunctionwith the solenoid 36. The details of the throttle control circuit 34will be described below. The ST terminal is coupled through wire 52directly to starter 16. A connection is provided through wire 54 toground. Terminal G1 is wired through wire 56 to the time delay circuit24, and in an altemative embodiment to an engine speed sensor, as willbe described below. The G2 terminal can be wired through wire 58 to anengine speed sensor, if utilized, such as magnetic switch 60. Theterminal S is utilized for providing contact through wire 62 to thesafety switch 26. The terminal INT is coupled by wire 64 to the interiorthermal control device 42. This circuit provides a grounding path to thecontrol system 44 for various other types of sensed temperatureconditions that may be measured. For example heating of the interior ofa vehicle would utilize an interior thermal control device 42 that wouldclose the ground path at temperatures drifting below the comfort level,and open the circuit at some predetermined temperature level.Alternatively, for use in controlling the operation of air-conditioningof the interior of the vehicle, the interior thermal control device 42would be set to provide the grounding path at some elevated temperaturefor causing the engine to be started for running the air-conditioningunit (not shown) for cooling the interior of the vehicle. Of course anyappropriate sensor could be utilized, for example time delay sensors forproviding starting at timed intervals, or any other desired type ofcontrol function. The terminal BLK is coupled through wire 66 to blockthermal control device 40, with the thermostatic control device 40 beingcoupled to the block or some other physical portion of an engine. Thisthermostatic circuit arrangement results in providing grounding to thecontrol system 44 under conditions when there is a demand for heat.Normally, the block thermal control device 40 would be set to turn on attemperature levels that assure consistent starting of the engine.Normally, the range of operation of the block thermal control device 40would be selected such that it would open, or turn oif, at a temperaturelevel that will provide maximum warmup of the engine without opening thewater thermostat of the engine, if one is used, thereby only running theengine long enough to maintain its temperature level without requiringthe running of the engine for a period of time to completely warm all ofthe coolant that may be utilized with an engine. The thermal REL isutilized for providing power to a wire 68 that is coupled to the relay Kfor providing power to the heater blower 38. It should be understoodthat this terminal can be changed to provide the enabling of power tosuch other devices as air conditioners, or any other type of accessorythat may be controlled by the control system 44.

Having considered the various associated elements that may be utilizedin conjunction with an engine to be controlled, and the couplings to thecontrol system, attention is directed to FIG. 2 which is a schematicdiagram of the novel control system. In this circuit, the battery 10provides voltage V1 to the fuse 14 and thence to conductor 46. Oneterminal of the battery 10 is coupled to ground 12. Switch SW1 providesa master cutoff of power to all of the control circuits. Switch SW1 hasone terminal coupled to junction wire 46 by lead 70, with the otherterminal coupled to junction 72. Capacitor C3 is coupled between groundand junction 72 and operates to provide bypass of any short durationvoltage peaks that may result in damage to the transistors in thecontrol system 44, and to provide a path for current surges if thegrounding of the control system is inadvertently omitted. Switch SW1 isnormally closed, and would normally only be opened to disable the unitfor long periods of time, during repair of the associated vehicle,.or todeter others from operating the system. This switch can be left closedduring normal operation of the vehicle.

A holding circuit is shown enclosed within dashed block 74, and iscomprised of transistors Q1 and Q2, resistors R1, R2, R3, R4, R5 andR10, capacitor C1, and diodes D1, D2, and D4, and a portion of switchSW2. Battery voltage is applied over lead 76 to junction 78, which is acommon point of the emitter of transistor Q1 and one terminal ofresistor R1. Junction 80 is a common connection to the other terminal ofresistor R1, the base of transitor Q1, and the collector of.

transistor Q2. The collector of transistor 01 is coupled to junction 82,which is a terminal point for one lead from resistor R3, and couples toterminal 84 on switch SW2. This connection point 82 is also common toconnection point 86.

and to a first terminal of capacitor C1. The other terminal of capacitorC1 is coupled to junction point 98, with lead 100 coupling junctions 88and 98 together. Diode D2 is coupled between junction points 92 and 102,with resistor R coupling junction 102 to lead 62. Diode D4 is coupledbetween junction 102 and ground. The switch SW2 is spring loaded, withthe wiper terminal 84 normally connected to terminal 104. Whendepressed, the terminal 84 is in contact with terminal 106, therebyproviding a conductive path to junction 108. Junction 108 is coupled bywire 110 to junction 112, which is the battery supply path.

To set the holding circuit 74, the S terminal must be coupled throughthe safety switch 26 (see FIG. 1) to ground. Momentarily depressingswitch SW2 so that wiper terminal 84 is conductively coupled to terminal106 results in the battery supply voltage plus V1 being applied tojunction 82 and to the collector of transistor Q1. The voltage appliedat junction 82 is such that when applied to the biasing network coupledto the base of transitor Q2 results in a voltage level being charged oncapacitor C1. After C1 charges, a bias voltage is applied to the base oftransistor 02 causing transitor Q2 to conduct. In this arrangement,current flows through the emitter to the base of transistor Q1, andthrough resistor R1, through the collector-emitter circuit of transitorQ2, and through diode, D2 and resistor R10 to ground. Upon release ofswitch SW2, this conduction continues, with the emitter-collectorcurrent of transistor Q1 providing standby power for later activation ofthe control circuits. Resistor R3 provides a small time delay incharging capacitor C1, for preventing this charging surge fromoverloading transitor Q1 causing its undesired cutoff. Capacitor Clis astabilizing capacitor that bridges short duration voltage drops causedduring engine cranking. Diode D1 is arranged forpreventing discharge ofcapacitor C1 through other control circuits, and provides a more precisecontrol of the function of capacitor C1. Resistors R2 and R5 provide avoltage divider for providing the appropriate bias voltage fortransistor Q2, and will act as a reference'voltage for the crankingtimer (to be described in more detail below). Diode D2 and resistor R4are arranged for preventing the breakdown of the base-emitter junctionof transistor O2 in the event a reverse voltage is placed on thisjunction. Additionally, diode D2 adds a fixed voltage drop, slightlyvariable with temperature, to balance the reference'voltage with thecrank timer voltage. Resistor R10 is a current limiter for transistors01 and Q2 and the crank timer. Diode D4 provides a clamping voltagelevel for clamping inductive surges caused by turning of the starter bythe key switch. Without this clamping arrangement, starting transientswould tend to drive current through capacitor C1, resistor R2,transistor Q2, diode D2, and resistor R10, which would cause the holdingcircuit 74 to .'turn on.

. coupled between terminals 118 and junction point 120, with junction120 being coupled to ground. Bulb B1 is coupled between terminal 122 andcommon point 120.

The operation of the indicator circuit 114 is such that when transistor01 is placed in conduction, current will flow either through indicatorsB1 or B2 to ground depending upon the position of switch SW3. TheswitchSW3 is utilized also for selecting the temperature function thatis being monitored for controlling the control system, as will bedescribed in more detail below. The indicator that is lit, then, willprovide a visual indication of the function for which the control systemis set. Resistor R7 is a surge limiter for preventing overloading of thecurrent conducting capabilities of transistor Q1, and results in anextended life of the indicator lights B1 and B2.

Shown enclosed within dashed block 124 is a crank timing circuitcomprised of transistor 04, resistors R6, R11, and R16, diodes D5, D7,and D9, and capacitor C2. The collector of transistor Q4 iscoupledthrough wire 126 to common junction 98. The emitter of transistor04 is coupled through diode D5 to junction 102. Resistor R6 is coupledbetween junctions 86 and 128, with wire coupling junction 128 tojunction 132. Diode D7 is coupled between junctions 128 and 134, withresistor R11 coupled between junctions 132 and 134. The wiper 136 ofresistor R16 is coupled to junction 134. One end of resistor R16 iscoupled to junction 138. The base of transistor O4 is coupled by wire140 to junction l38, and the capacitor C2 couples junction 138 toground. Diode D9 is coupled between junctions 132 and 142, with junction142 being coupled by lead 144 to the K24 terminal of relay K2, thenormally closed contact, and thence to the ST terminal and to thestarter (see FIG. 1).

When the crank timer circuit 124 is not activated, current flowing fromthe collector of transistor 01 is passed through resistor R6, and diodeD9 to the normally closed contact of relay K2, and through .the starterto ground. Diode D9 prevents current feedback from the starter circuitwhen the starter is activated by the key switch, thereby preventing anyinadvertent activation of the holding circuit. When the engine iscranking under control of the control system 44, collector current flowsfrom transistor 01 through resistor R6, diode D7, resistor R16, forcharging capacitor C2. This network is the timing circuit with theperiod of time to charge capacitor C2 controlled to a great degree byvariable resistor R16, It can be seen that the collector of transistorO4 is connected through junction 98 to capacitor C1, the stabilizingcapacitor of the holding circuit 74. Also, the emitter of transistor Q4is connected through diode D5 to the junction 102 in the holdingcircuit. The arrangement is such that when the voltage charge ofcapacitor C2 approximately equals the voltage applied on the base oftransistor Q2, transistor Q4 will be turned on, with current flowingthrough transistor 04 through diode D5 and resistor R10 to ground. Suchcurrent flow replaces the current flow through transistor Q2 normallyprovided by transistor 01, thereby causing transistor 01 to switch off.With transistor Q1 switched oif, the turnoff current through transistorQ4 will continue until both capacitors C1 and C2 are discharged. It canbe seen, therefore, that if the engine fails to start during the timedperiod that the holding circuit 74 will be switched off and the controlsystem 44 will be deactivated until again reinitiated by the depressionof switch SW2 for resetting the holding circuit 74.

A master relay circuit is shown enclosed within dashed block ,150, withthe master relay circuit including relay Kl and its associated contacts,transistor 03, resistors R8 and R9, diode D3, a portion of switch SW2,and a portion of switch SW3, and is controlled in part by thethermostatic control function circuits to ground connected to the INTterminal and the BLK terminal. In this arrangement, diode D3 is coupledbetween junctions 108 and 152, with the relay coil Kl also coupled tothese junctions. The collector of transistor Q3 is also coupled tojunction 152. Resistor R8 is coupled between terminal 104 of switch SW2and junction point 154. Resistor R9 is coupled between junction 154 andground. The base of transistor O3 is coupled by wire 156 to junction154. The emitter of transistor 03 is coupled to junction 158, as is theBLK input terminal through wire 160. Contact 162 of switch SW3 iscoupled by wire 164 to junction 158. Terminal 166 is coupled by wire 168to junction 170, with the INT terminal coupled by wire 172 ,,to junction170. The normally closed contact Kl-l is coupled by wire 174 to the KSterminal. The wiper contact terminal K1-2 is coupled by wire 176 to theIG terminal. The normally open contact terminal 1(1-3 is coupled by wire178 to junction 180, with junction 180 coupled to junction 46 by lead182. Wiper terminal K1-5 is coupled by wire 184 to junction 186, withjunction 186 coupled by wire 188 to the terminal SOL. Normally opencontact K1-6 is coupled by wire 190 to junction 192, with wire 194coupling junction 192 to junction 180. Wire 196 couples junction 186 tojunction 198.

With the wiper of switch SW2 in contact with terminal 104, the masterrelay circuit 150 is under the control of the holding circuit andreceives current flow from the collector of transistor Q1. With thebattery supply voltage plus V1 at terminal 108, and the other terminalof relay coil Kl coupled to the junction 152 at the collector oftransistor 03, it can be seen that the operation of relay K1 will dependupon the conductive state of transistor Q3. The base of transistor O3 isbiased by the coupling to junction 154 in a manner such that when theemitter is grounded there will be conduction through thecollector-emitter circuit of transistor Q3. As described in theconsideration of FIG. 1, the terminals INT and BLK are under control ofthe interior thermal control device 42 and the block thermal controldevice 40, respectively. With the setting of switch SW3 as shown, eitherof the devices can ground the emitter of transistor Q3. That is, thecontrol can be generated by the interior thermal control device 42 if itreaches a condition such that the grounding path is made prior to theblock thermal control device 40 reaching a like conductive state.However, with switch SW3 switched to the condition wherein wiperterminal 166 is not in contact with terminal 162, it can be seen thatonly the terminal BLK will be conductive circuit with the emitter oftransistor Q3. Therefore, only the block thermal control device 40 cancontrol the starting of the engine. At this point, it can be pointedout, that light B2 will indicate the joint control of transistor Q3,while light B1 will indicate that the control device coupled to the BLKterminal is controlling transistor 03. With ground applied to the BLKterminal, and transistor Q3 in a state of conduction, the voltage dropacross the collector-emitter circuit of Q3 will drop such that commonpoint 152 will be taken to a relatively more negative potential. Thiscondition will cause current flow through the relay coil K1 and willcause the wiper contacts K1-2 and Kl-S to be switched'into contact withcontacts K1-3 and Kl-6 respectively. Since both terminals K1-3 and K1-6are coupled to the battery potential plus V1, the switching of the relaywill cause the battery voltage to be applied out to the IG terminal andto the SOL terminal. In-this arrangement, resistor R9 stabilizes thebase-emitter circuit of transistor 03, and diode D3 bypasses the coil K1for bypassing inductive current of relay coil K1 when the circuit isturned off, thereby preventing destruction of the transistor Q3 thatwould result from these inductive transients.

Shown enclosed in dashed block 200 is a starter control circuitincluding relay K2 and its associated contacts, diodes D6, D8 and D10,and resistor R15. Diode D8 is coupled to junction 202 and 204, as is thecoil of relay K2, Wire 206 couples junction 198 to junction 202. DiodeD6 is coupled between junction 208 and ground, with wire 210 couplingjunction 204 to junction 208. Diode D10 is coupled between junction 212and the G1 terminal. Resistor R is coupled between junction 212 and theG2 terminal, with wire 214 coupling junction 212 to junction 208. Wire216 couples wiper contact terminal K2-2 to the I-2 terminal, and wire218 couples wiper terminal K2-5 to the ST terminal. Normally opencontact terminal K2-3 is coupled by wire 220 to junction 222, with wire224 coupling junction 192 to junction 222. Normally open contactterminal K2-6 is coupled by wire 226 to junction 222.

The starter control circuit 200, together with the crank timer circuit124 and the master relay circuit 150 provides activation of the starter.In order forthe starter control circuit 200 to be operative, it isnecessary that the time delay device 24 couple to ground throughterminal G1, or that the speed sensing device 60 couple to groundthrough the terminal G2.

7 When relay K1 is activated, thereby switching wiper contact K1-5 intocontact with normally open contact K1-6, the battery voltage plus V1 isprovided on wire 196 to junction 198. This voltage applied to the relayK2, when either terminals G1 or G2 are grounded, results in theswitching of the contacts associated with relay K2. This switchingcauses wiper terminal K2-2 to be brought into contact with normally opencontact terminal K2-3, and results in battery voltage plus V1 beingapplied to the [-2 ignition boost terminal. Further, the terminal K2-5is switched into contact with normally open contact K2- 6, and providesthe battery voltage plus V1 to energize the starter 16 when the engineis self-running, the vself-running sensor, such as magnetic switch 60,blocks the flow of current to ground flowing through coil K2. Thisresults in relay K2 being deactivated and causes reswitching of wipersK2-2 and K2-5 back to the illustrated position. Referring briefly toFIG. 1, the magnetic switch 60 is coupled to the cable that leads fromthe battery 10 to the starter 16. It operates such that when a heavycurrent flow is directed to the starter, thereby causing a largeelectric field around the wire, that the switching element is switchedso that cable 58 is coupled to ground. When the engine starts, and thestarter is kicked out, the current flow to starter 16 reduces andpermits the magnetic switch 60 to open the circuit to ground. It is ofcourse ap' parent, that other speed sensing devices can be utilized.Diode D8 is a clamping diode across relay coil K2, and is arranged todissipate the inductive voltage built up across relay coil K2 thatresults when the relay is deenergized. Diode D6 is a clamping diode toground, and provides for providing current to the SOL terminal whenrelay K1 is deenergized. Similarly, diode D6 provides a discharge paththrough resistor R15 or diode D10 for any inductive circuit throughwhich selfrunning condition of the engine is being sensed, for examplethe field of the alternator (not shown). As indicated, terminals G1 andG2 are utilized with different means of coupling to self-runningsensors. Diode D10 effectively includes only the coil impedance of relaycoil K2 in such a sensing circuit, while preventing feedback fromcircuits such as generation voltage that would cause the engine speedsolenoid 36 to activate whenever there was generation if not blocked bydiode D10. Terminal G2 provides only a resistive drop to limit currentto sensors that require lower levels of current flow. When relay K2 isdeenergized, wiper terminal K2-5 is returned to contact with normallyclosed contact K2-4, and couples the ST terminal to the crank timercircuit 124.

A heater control circuit is shown enclosed within dashed block 230, andincludes transistor Q5, diode D11, and resistors R12, R13, and R14. Asshown in FIG. 1, the REL terminal is coupled through a relay coil K toground. Resistor R12 is coupled between common points 142 and 232, andresistor R13 is coupled between common points 232 and 234. The base oftransistor O5 is coupled to common point 232. Resistor R14 is coupledbetween the emitter of transistor Q5 and common point 234. Diode D11 iscoupled between common point 236 and ground, with the collector oftransistor Q5 also coupled to common point 236. The heater controlcircuit 230 is so constructed that current is provided to the externalrelay K only when the starter is not cranking. To accomplish this, itcan be seen that resistors R12 and R13 form a voltage divider networkcoupled to the base of transistor Q5. Resistor R12 is coupled to thenormally closed contact K2-4, and will provide a path to ground throughthe starter only when the relay K2 is deenergized. When relay K2 isenergized, the wiper terminal K2-5 is out of contact with normallyclosed terminal K2-4 and results in transistor 05. being biased off.When relay K1 is energized, relay contact K1-5 will be in contact withnormally open contact terminal K1-6, and will provide the batteryvoltage to common point 234. This arrangement prevents the heater, orother auxiliary device that may be under control from being energizedduring the engine cranking, thereby inhibiting undue draining of thebattery 10 of power needed for cranking the engine. The values ofresistors R12 and R13 are chosen to prevent excessive reverse voltagefrom being applied to the base-to-emitter circuit of transistor Q5 whenthe starter is activated by the key switch and the terminal SOL is notactivated. Resistor R14 is of a relatively low resistive value, and isused as a current limiter for preventing destruction of transistor O5 inthe instance that the terminal REL would be inadvertently grounded.Diode D11 is a clamping diode to ground, and is utilized for preventingexcessive inductive voltages from being imposed on the collectorjunction of transistor Q5 by the coil of relay K when the circuit isdeactivated.

A trend in automotive development is to reduce the unburned hydrocarboncontent of exhaust. This reduction requires operating thegasoline-fueled engine with less enrichment at all speeds. The reducedenrichment in combination with changes in timing characteristics ofspark and valving, results in a situation that makes starting moredifficult, and when the engine does start,- it may die back severaltimes before becoming smoothly self-running. It has been recognized thatthese tendencies to die back during the starting operation can causestarter drive or flywheel damage if the self-run sensing system isimmediately responsive to engine speed. That is, if as the engine isstarting, the starter attempts to'reengage while the engine is turningat too fast a rate, the starter drive assembly will tend to damage theteeth of the flywheel by failing to engage smoothly. As described inFIG. 1, this problem has been attacked by including a time delay device24 for providing an engine slow down period in the event the enginefails to start, before the control system 44 attempts to reactivate thestarter. Alternative time delay devices 24 are illustrated in FIGS. 3Aand 38, with these illustrations being in the-form of schematicdiagrams.

Directing attention to FIG. 3A'fi rst, it can generally be summarizedthat the function of the circuit is such that when the self-runningsensor has switched, the circuit then stores a charge that acts as abias to prevent restoration of the grounding circuit even after thegrounding circuit is restored in the sensor. Basically, this is done bydischarging a capacitor in reverse through the firing circuit of aswitching semiconductor, such as a silicon controlled rectifier. Inthisembodiment, the time delay circuit 24 is comprised of a siliconcontrolled rectifier SCRI, capacitor C4, diodes D12, D13, D14, D15, andD16, and resistors R16, R17, R18, and R19. Diode D12 is coupled betweenthe G1 terminal and common point 300, with the conductive leads of SCRlcoupled between common point 300 and common point 302. Diode D13is'coupled to the in-car charge indicator light circuit-and to commonpoint 304. Wire 306 couples common points 300 and 304 together. ResistorR16 is coupled between common points 304 and 308, with the gate leadterminal of silicon controlled rectifier SCR] also coupled to commonpoint 308. Resistor R17 is coupled across common points 302 and 310 withwire 312 coupling common points 308 and 310 together. Resistor R18 iscoupled to common point 310 and common point 314, with diode D14 coupledbetween common points 314 and 316. Lead 318 couples common point 316 toground. Capacitor C4 is coupled between common terminals 314 and 320,with lead 322 coupling common points 302 and 320 together. Diode D15 iscoupled between common points 316 and 324, with diode D16 coupledbetween common points 324 and 326. Resistor R19 is coupled across commonterminals 320 and 326. Common terminal 326 is coupled by lead 328 to thefield relay RF in voltage regulator 18, and to the voltage regulatorrelay KV, also in the voltage regulator 18. The voltage regulator 18 iscoupled at terminal 330 to plus V1,,and at terminal 332 to the internaloutput of the alternator, and at terminal 334 to the field coil of thealternator. In this embodiment, there is shown an alternator circuit inwhich an external injection of current through its field circuit is usedto create an initial generation once the field is rotating, and once thebuild up of output volt age is sufficient, a feedback from thealternator locks in the field relay KF that places battery voltage onthe field regulating circuit. This closure of the field relay KF placesbattery voltage plus V1 between the lead 328 and ground, therebyinterrupting the grounding path and causing the alternator system to actas a self-running speed sensor.

In operation, then, it can be seen that current from the starter controlcircuit 200 in the control system 44 (see FIG. 2) flows from terminal G1through diode D12, and through silicon controlled rectifier SCRl. Thiscurrent flows through diode D16 into the field relay unit, and throughthe voltage regulator 18 to the alternator field coil at terminal 334and thence to ground. This operation assumes that SCRl immediatelyconducts due to current flow through resistor R16,

the gate-to-cathode circuit of SCRl, either through the path describedimmediately preceding, or through capacitor C4 and diode D14 to ground.When capacitor C4 is discharged, SCRl normally fires immediately causingimmediate closure of the starter control *relay K2 in the startercontrol circuit 200.

As noted above, however, it is common for the engine to run momentarilyand then die back. Should this die back occur, the battery voltage plusV1 coupled in by the field relay KF having been activated, chargescapacitor C4 through resistor R19 and diode D14. When the field relay KFdeenergizes, capacitor C4 discharges through resistor R17 and resistorR18, thereby acting as a voltage divider, and preventing a reversevoltage across the cathode-to-gate junction exceeding the maximumallowed value. At the same time current is flowing in a forwarddirection through resistor R16, branching to resistor R18 and diode D14to ground, together with flow through resistor R17 and diode D16, thegeneration circuit, to I ground. When the forward current throughresistor R17 exceeds the reverse current through resistor R17, a voltagebuilds up from the gate-to-cathode of SCRl until such time as ittriggers on, thereby enabling the cranking cycle to repeat. The networkcomprised of resistor R19 and diode D16 is for the purpose of slightlyretarding the charging of capacitor C4 when the field relay KF closes inorder to maintain a field current flow while the field relay KF becomesfirmly activated. In some cases, the field relay KF contacts willbounce. If the capacitor C4 were charged nearly instantaneously upon ashort duration closing of the field relay contacts, followed by thefield relay contacts opening due to bounce of the contacts, the timedelay would take over, and could cause reengagement of the startercontrol circuit, and, in some cases, could prevent the generationcircuit from coupling in. Diode D15 is primarily a clamping diode toprovide a suppression path for the inductive discharges-of the fieldcoil in the alternator when the field relay KF opens. Diode D12 isprimarily an isolation diode for preventing feedback of the in-carcircuits to the starter control circuit 200 and the circuit coupled tothe SOL terminal in the control system 44. In a similar manner, diodeD13 provides isolation of the starter control circuit 200 through thein-car charge indicator circuit through either the ignition or accessorycircuit to ground. The charge indicator circuit (not shown) normallyprovides the injection into the alternator field during normal use oftheicar to build up the alternator voltage that couples in the fieldrelay KF.

FIG. 38 illustrates an alternative embodiment of a time delay device 24that can be utilized with any sensing switch that results in the circuitbeing closed during the cranking operation and becoming opened when theengine is selfrunning. In this embodiment, the time delay device 24 iscomprised of a silicon controlled rectifier SCR2, diode D17, capacitorC5, and resistors R20, R21, R22, and R23. In this circuit arrangement,the G1 terminal is coupled to common point 340, with the SCR conductivepath being coupled between common points 340 and 342. Resistor R20 iscoupled between common point 340 and common point 344, with the gateterminal of SCR2 also being coupled to common point 344. In this regard,it can be seen that resistor R20 corresponds to resistor R16 in FIG, 3A.Wire 346 couples between common points 344 and 348, with resistor R21being coupled between common points 342 and 348. Similarly, it can beseen that resistor R21 functions in a manner similar to that of resistorR17 in FIG. 3A Resistor R22 is coupled between common terminals 348 and350, with diode D17 being coupled between common point 350 and ground.Again, it can be seen that resistor R22 is similar in function toresistor R18, and diode D17 is similar in function to diode D14 asdescribed in FIG. 3A. Capacitor C5 is coupled between common point 350and common point 352, with wire 354 being coupled through vacuum switch356 to lead 358, and thence to ground. The vacuum switch 356, or anyother equivalent switching device, is such that it is normally closed,and opens the path to ground upon the engine rising in vacuum, or risingto some other sensed condition. In comparing the configuration of FIG.SE to FIG. 3A, it can be seen that the isolation and controlled feedbackelements are not required, such as diodes D12, D13 and D16, and resistorR19. In FIG. 3B, resistor R23 provides the charging path for capacitorC5 through diode D17 to ground, and resistor R23 must be of a highenough resistive value to prevent relay K2 in the starter controlcircuit 200 from being activated when the sensing switch 356 closesafter engine die back. The time delay again results from the dischargeof capacitor C5 as it controls the conduction of SCR2.

The safety switch 26 must be such that it will provide a directgrounding path for the holding circuit 74 (see FIG. 2) when thetransmission is in neutral or park. The operation must be such that thisgrounding path is totally interrupted or blocked whenever the vehicletransmission is in an operating gear such as reverse and drive, forpreventing theft of the vehicle. The switching arrangement illustratedin FIG. 1 is schematic and represents a wide variety of safety switches.It has been determined that direct electrical coupling to a mechanicalswitch will operate for many applications, and especially for thosedevices utilizing a clutch. Most vehicles utilizing automatictransmissions have a neutral switch for purposes of preventing crankingof the engine while the transmission is in one of the drive selections.Often connection can be made to this switch for controlling automaticstarting.

In FIG. 4 there is shown the schematic diagram of an electronic safetyswitch circuit that has been found to be advantageous for use underthose conditions where there is no feedback path in the in-car circuits.In this schematic diagram, the safety switch circuit is shown enclosedwithin dashed block 26, and includes elements such asa transistor 06,diodes D17 and D18, and resistors R24 and R25. The S terminal from theholding circuit 74 (see FIG. 2) is coupled to common junction point 400,and the ST terminal is coupled to common junction 402. Diode D17 iscoupled between junction points 400 and 402. The collector of transistorQ6 is coupled to junction point 400, and the emitter terminal is coupledto junction point 404, with junction point 404 also being coupled toground. The base of transistor O6 is coupled to common point 406.Resistor R24 is coupled'between common points 406 and 408, with wire 410coupling points 404 and 408 together. Resistor R25 is coupled betweencommon points 406 and 412, with diode D18 coupled between common points408 and 412. A portion of the key switch 414 is shown coupled by wire416 to common point 418. Wire 420 couples common point 402 to commonpoint 418. Wire 422 is coupled to one side of the neutral switch 424,with the other side of the neutral switch coupled by wire 426 to commonpoint 428. Wire 430 couples common point 428 to the starter 16, and wire432 couples common point 412 to common point 428.

In this circuit arrangement, diode D17 provides a grounding path fromterminal S through the neutral switch 424 through the starter circuit 16to ground. When the neutral switch 424 is opened, the S path to groundtherethrough is interrupted providing there is no auxiliary path throughthe starter control circuit 200 or through the key switch 414. When thecontrol system 44 is set for operation, and the neutral switch 424 isclosed, and the starter control circuit 200 is energized, current flowthrough diode D17 is blocked. However, a portion of the starter currentwill flow to the divider network comprised of resistors R24 and R25 andwill bias transistor O6 to a level such that it will conduct. Theconduction of transistor Q6 results in essentially grounding the Sterminal. Diode D17 prevents starter control current from flowingthrough the collector circuit of transistor Q6. Diode D18 is a voltageclamp to ground, and provides a bypass path for preventing inductivedischarge of the starter circuit from flowing in reverse throughtransistor Q6 and diode D17.

It was mentioned in the discussion of FIG. 1 that a device such as themagnetic switch 60 is utilized to sense when the engine is self-running.Various methods for sensing and detecting that the engine isself-running can be utilized. One of these methods involves sensing theoutput of the alternator, and deactivating the cranking'control when theoutput from the alternator reaches a predetermined level. Such a systemhas the disadvantage that the engine cranking may be disengaged beforethe engine is truly self-running in the instance where the associatedalternator has an exceptionally high output. On the other hand, forthose situations where the alterna tor does not have the level of outputexpected, sensing of the output thereof would tend to have the controlsystem attempting to hold the starter engaged even after the engine hasstarted.

The use of the magnetic switch 60 in sensing the current flow to thestarter overcomes these problems. Referring briefly to FIG. 1, it willbe recalled that the magnetic switch 60 is basically a reed switch thatis inserted in series with the electromagnetic field surrounding thecable leading from the battery to the starter 16 when current isprovided to the starter for activating its operation. The operation ofthe magnetic switch 60 is such that upon energizing the starter 16 theelectromagnetic field is formed, and causes the magnetic switch 60 to beclosed, thereby providing a path from the G2 terminal to ground. Whenthe starter current drops to a predetermined level, there isinsufficient field to hold the magnetic switch closed and it is causedto open. The reduction in current to the starter results when there isreduced load upon the starter due to the self-running of the engine. Itwill be recalled from the consideration of FIG. 2 that when theG2'terminal is opened, that is the path to ground is interrupted, thestarter relay K2 is deenergized and the starter control is deactivated.It is of course clear that the magnetic switch 60 requires other means,as controlled by the control device -44, for initially engaging thestarter since the magnetic switch requires the electromagnetic field tobe present to cause it toclose. It will be recalled from above, that thetime delay circuit 24 initially provides a path to ground, therebypermitting the starter control relay K2 to be activated initially. Thesecircuits provide means for opening the path to ground based either onalternator output, or engine vacuum level. With the G1 terminal opened,the control of the disabling of the starter control circuit 200 thenrests on the availability of a grounding path from the G2 terminal.

An alternative arrangement is shown in FIG. 5, which is a schematicdiagram of an embodiment of an engine selfrunning detecting circuitutilizing the G1 terminal only. This circuit includes a siliconcontrolled rectifier SCR3, capacitor C6, Zener diode DZ, diode D19,resistors R26, R27, R28, and R29, and oil switch 500. These elements areused in conjunction with a magnetic switch 60 for controlling thestarter 16. Resistor R26 is coupled to junction 502, and is coupled bylead 504 to diode D19, with the other terminal of diode D19 coupled tojunction 506. Capacitor C6 is coupled between junctions 506 and 508,with the gate electrode of SCR3 also coupled to junction 508. ResistorR27 is coupled between junctions 508 and 510, with the siliconcontrolled rectifier SCR3 coupled across junctions 510 and 512. ResistorR29 is coupled between junctions 502 and 512. Junction 506 is coupled tojunction 514, and junction 510 is coupled to junction 516. Resistor R28is coupled between junctions 514 and 516, with junction 516 also beingcoupled to junction 513. The Zener diode DZ is coupled between junctions518 and 514, with an oil switch 500 coupled between junction 518 andground. The oil switch 500 is normally closed, with the circuit pathbeing opened upon a sensed pressure rise. Wire 520 couples junction 512to the magnetic switch 60.

In operation, then, current will flow initially from the GI terminalthrough resistor R29 and silicon controlled rectifier SCR3 to the oilswitch 500 and ultimately to ground. This operation will follow whenSCR3 is turned on by current flow through resistor R26, diode D19 andthe capacitor C6 such that the point 508 is brought to a level to biasthe gate-tocathode circuit of SCR3 to a level that will causeconduction. During this initial triggering of silicon controlledrectifier SCR3, capacitor C6 charges to a voltage determined by thevoltage regulating diode DZ, or its equivalent. The capacitor C6 willmaintain this voltage during and after the cranking operation, assumingthat the available voltage at the G1 terminal exceeds the regulatingvoltage provided by the Zener diode DZ. Only after the oil switch 500opens does the charge on'capacitor C6 discharge throughresistor R28.Resistor R27 is a stabilizing resistor for the gate-to-cathode circuitof SCR3. Resistor R29 is utilized. to assure that some voltage ismaintained at terminal G1 when .the magnetic switch 60 closes. Once thestarter 16 is actuated, the magnetic switch 60 closes, and no currentwill flow through silicon controlled rectifier SCR3 during cranking.Further, due to the charge established on capacitor C6, no newtriggering will take place, thereby completely removing any controllinginfluence of the oil 1 switch 500 from the circuit.

An essential element of good performance of an automatic engine startingsystem is the setting and control of the throttle, especially withgasoline-fueled engines. Engines with automatic chokes usually providethe proper choking conditions for starting, providing that the throttleis preset in a position to set the choke. Manually choked carburetorsnormally require some fuel enrichment to provide good starting, andrequire some enrichment even when the engine is'partially warm. Theadjustment of the throttle is becoming evermore important and criticalon high performance engines that are becoming evermore popular in use inthat one, a great deal of choking is required on such high poweredengines; two, a single high position setting of the throttle or acomplete closing of the choke will cause an excessively high. enginespeed, thereby consuming more fuel for warmup than is required for anefficient system; three, a choke that is only allowed to partially closemay be sufficient under normal starting conditions, but fail underweather and wind conditions that would tend to remove residual fuelfromthe manifold; four, the high idle cam in the carburetor may bind withthe throttle mechanism causing locking of the throttle position andpreventing any further release of the throttle system; and five, anadvance speed at turnoff of many high performance engines will result inafter-fire, the so-called diesel action, due to a continued inflow offuel-enriched air that is caused to ignite by the heat of the cylinderhead. In view of the foregoing, the straight pull and hold arrangementfor advancing the throttle is often insufticient for a smoothlyoperating automatically starting system.

To overcome these. problems, the circuits illustrated schematically inFIGS. 6A and 63, these circuits being alternative embodiments, provideautomatic throttle control.

FIG. 6A is a circuit that utilizes a pulser 600, a relay K3 and itsassociated contacts K3-1 and 16-2, and resistor R30, as shown enclosedwithin dashed block 34 for representing the throttle control circuit.The solenoid 36 has a holding coil 602, and a heavy pull coil 604. TheSOL terminal is coupled by wire 606 to common terminal 608, with wire610 coupling common terminal 608 to the holding coil 602. The pulser600is coupled between the ST terminal and common terminal 612, withresistor R30 being coupled across common terminals 612 and 614. The coilof relay K3 is also coupled across common terminals 612 and 614, withterminal 614 being coupled to ground. Wire 616 couples thenormally opencontact 16-2 to common terminal 608, and wire 618 couples the wiperterminal 143-]! to the heavy pull coil 604. The solenoid 36 isconstructed with a movable sleeve 620 and a lower portion 622. A spring624 holds tension on the lower portion 622 tending to urge the plunger626 upward.

The excitation of the holding coil 602 provided by the activation of theSOL terminal will result in the plunger 626 being forced downwardlyagainst spring 624 a predetermined amount. As the starter is activated,power will be provided to the ST terminal resulting in periodic burstsof voltage through the pulser 600. This voltage applied at the terminal612 will cause the activation of relay K3 causing contact 1(3-1 to bemade with terminal 1(3-2. This contact will apply power to coil 604 andwill cause an added magnetic effect on the plunger 14 626 tending toprovide a h'eZ'v} pull thereon. The pulser 600 will remain on for apredetermined amount of time, at which time it will switch off therebyopening the contact K3-l due to the deenergization of relay K3. Thiswill remove the heavy pull and the spring 624 will urge the plunger 626upwardly. The pulser 600 will continue to cycle on and off as long aspower is applied to the ST terminal. By utilizing a limited travel ofthe solenoid, during high excitation, the operation will be to pump thecarburetor with the carburetors acceleration pump due to the repeatedactivation of coil 604. The ratio of pull provided by coil 604 to thatprovided by coil 602 is relatively large. The function of coil 602 is tohold the solenoid in such a position that a desired idling speed isachieved. This type of configuration is particularly suited for enginesthat utilize a hand choking system. Of course, once power is removedfrom the ST ter' minal only the holding coil 602 will be activated,thereby providing the idle speed.

In FIG. 68 there is shown an alternative embodiment of a throttlecontrol circuit 34, with this circuit utilizing a circuit breaker 630and variable resistors R31 and R32. The SOL terminal is coupled tocommon terminal 632, with circuit breaker 630 coupled across commonterminal 632 and 634. Variable resistor R31 is coupled between thesesame common terminals, and variable resistor R32 is coupled betweencommon terminal 634 and ground. Lead 636 couples common terminal 634 tothe coil638, of solenoid 36'. In this embodiment, the solenoid 36' hasthe plunger 640 cooperating at one end with a restraining resilientsnubber 642. This resilient snubber 642 can be constructed of rubber, orthe like.

The application of voltage to the SOL terminal results in full voltagebeing applied through the circuitbreaker 630 directly to-the coil 638,thereby causing full retractionof plunger 640 against the snubber 642.The circuit breaker 630 is of a type that remains closed for only apredetermined amount of time. The closure of circuit breaker 630followed by its opening is cyclical, with the circuit breaker againclosing after a second predetermined time. When the circuit breaker 630opens, the current to the coil 638 is reduced, due to the current havingto flow through variable resistor R31. This reduced current flow reducesthe holding effect on the plunger 640, with the snubber acting to tendto force the plunger 640 outwardly to a slightly lower speed position.The cyclical closing of circuit breaker 630 tends to allow release ofthe high idle cam. Resistor R31 is of a type that is variable in itsresistance dependent upon a heating change caused due to current flowingthrough it, and is of the type that will tend to increase itsresistan'ce with self-induced heating. Resistor R32 is also of the typethat varies its resistance due to heating resulting from current runningthrough it, but is of the type that tends to decrease its resistance dueto the self-induced heating. The increase of resistance of resistor R31at the time that the circuit breaker 630 is opened, will result in evenless current being provided to coil 638 and will allow the engine idlespeed to be slowed even more. i

From the foregoing, it can be seen that an improved control system forautomatically controlling the starting and stopping of an engine asdetermined by sensed exterior conditions, has been described.Additionally, circuits for enhancing the starting and idling of theengine for warrnup have also been described and that time delay devicehas been provided for preventing starter damage due to recranking at aperiod too soon following the die back of an engine, and sensingcircuits for disabling the control system when the engine is determinedto be self-running. Further, circuits have been shown for automaticallycontrolling throttle settings during the starting and idling periods,and, an electronic safety switch has been described for assuring thatthe entire control systemwill be deactivated should the in-car selectorbe shifted out of the neutral or park positions.

it being understood that various modifications in arrange ment, circuitcomponent selection, circuit usage, and the like, will become apparentto those skilled in the art upon consideration of the description anddrawings, without departing from the spirit and scope of the invention,what is intended to be protected by Letters Patent is set forth in theappended claims.

I claim: 1. An automatic engine starter and temperature control systemfor use withan internal combustion engine having an electrical systemincluding a battery, a voltage regulator, a coil, and a distributor, astarter coupled to the battery for cranking the engine, and a throttlelinkage for controlling the speed of the engine, and gear selectionapparatus, the combination including:

temperature condition sensing means for providing a first conductivepath to a reference voltage in response to first sensed temperatureconditions and openingsaid first conductive path in response to secondsensed temperature conditions; safety switch means for sensing the stateof the gear selection apparatus and providing a second conductive pathto a a reference voltage in response to said gear selection apparatusbeing in first selection positions and opening said second conductivepath in response to said gear selection apparatus being in secondselection positions; engine self-running sensing means for sensing whenthe engine is self-running and including signaling means for providingself-running indicating signals when the engine is self-running;

throttle control means for coupling to the throttle linkage for alteringthe position of the linkage in response to received throttle controlsignals;

time delay circuit means for sensing when the engine has startedmomentarily and has failed to remain selfrunning, said time delaycircuit means including electronic delay control means for preventingattempting to automatically restart the engine for a predeterminedperiod of time sufiicient to allow the engine to slow substantially to astop;

temperature conditioning means for conditioning temperature in apredetermined manner, said temperature conditioning means includingactivating means'for receiving temperature conditioning means activatingsignals for causing activation of said temperature conditioning means inresponse thereto; and automatic control system means for coupling to thestarter and the coil, and coupled to said temperature condition sensingmeans, said safety switch means, said engine selfrunning sensing means,said throttle control means, said time delay circuit means, and saidtemperature conditioning means for automatically activating the starterfor starting the engine when said first and second conductive paths areclosed and in the absence of said self-running indicating signals, saidautomatic control system means including electronic crank period timermeans for deactivating said control system means in the event saidselfrunning indicating signal is not received within a predeterminedperiod, and further including temperature conditioning means signalingmeans for providing said temperature conditioning means activatingsignals after said first conductive path is opened and said self-runningindicating signal is received, and the opening of said first or secondconductive paths while the engine is running causing the engine to beshut off.

2. The combination as in claim 1 wherein said automatic control systemmeans includes electronic holding circuit means coupled to said safetyswitch means for providing standby power while said second conductivepath is closed, said electronic holding circuit means including firstswitching means for setting said electronic holding circuit means toprovide said standby power; first coupling means for coupling saidelectronic holding circuit means to said electronic crank period timermeans; master circuit means including second switching means coupled tosaid holding circuit means, said second switching means includingterminal means for providing starter signals and means for applying saidthrottle control signals to said throttle control means and ignitionsignals to said coil, said master circuit means including secondcoupling means coupled to said temperature condition sensing means forproviding said starter signals, said throttle control signals, and saidignition signals when said fust conductive path is closed; startercircuit means, including third switching means coupled to said terminalmeans, and including starter output means coupled to'the starter forapplying power thereto in response to said starter signals, and inputmeans coupled to said self-running sensing means for interrupting saidpower to the starter for permitting the engine to idle in response tosaid self-running indicating signals; and control means coupled to saidstarter circuit means, said master circuit means and said electroniccrank period timer means for providing said temperature conditioningmeans activating signals 'after the engine has started.

3. The combination as in claim 2 wherein said electronic holding circuitmeans includes voltage charge retaining means for maintaining saidelectronic holding circuit means in an operative condition to providesaid standby power during periods of voltage fluctuation occurringduring the time said starter circuit means is applying said power to thestarter.

4. The combination as in claim 3 wherein said electronic crank periodtimer means includes further voltage charge retaining means for chargingduring the time the engine is being cranked, and transistor switchingmeans coupled to said electronic holding circuit means and to saidfurther voltage charge retaining means for switching said electronicholding circuit means off when said further voltage charge retainingmeans achieves a predetermined voltage level without said startercircuit means having received said self-running indicating signal.

5. The combination as in claim 4 wherein said time delay means includesswitchable means for providing a controlled conductive path to areference voltage, said controlled conductive path including normallyclosed sensing means for sensing when the engine has initially startedand opening said controlled conductive path in response thereto; saidswitchable means including gate control means for controlling conductionthrough said switchable means; capacitor means coupled to said gatecontrol means for storing a predetermined voltage level while saidcontrolled conductive path is closed and-preventing said switchablemeans from again conducting until said predetermined voltage level hasbeen substantially discharged therefrom. a

6. The combination as in claim 5 wherein said safety switch meansincludes switchable transistor circuit means coupled to said electronicholding circuit means for providing said second conductive path to areference voltage for said electronic holding circuit means while saidswitchable transistor means is conductive and for opening said secondconductive path when said switchable transistor means is nonconductivefor disabling said electronic holding circuit means; conductor means forcoupling said switchable transistor circuit means to the gear selectionapparatus, said switchable transistor circuit means maintainedconductive while the gear selection apparatus is in said first selectionpositions and switched nonconductive when the gear selection apparatusis in said second selection positions; and said switchable transistorcircuit means including isolation means for preventing the inadvertentresetting of said electronic holding circuit means once said switchabletransistor circuit means has been rendered nonconductive.

7. The combination as in claim 6 wherein said engine selfrunning sensingmeans includes magnetic switch means coupled to the starter for sensingstarter current through coupling to the electromagnetic field generatedby said current, said magnetic switch means responsive to apredetermined level of said electromagnetic field for holding saidmagnetic switch means closed for completing a conductive path to areference voltage, said magnetic switch means including meansspringbiased to open in the absence of said predetermined level ofelectromagnetic field, the opening of said magnetic switch means openingsaid conductive path for providing said selfrunning indicating signals,

8. The combination as in claim 4 wherein said throttle control meansincludes solenoid means having at least one coil means and plunger meanscoupled to said coil means, said plunger means for coupling to thethrottle linkage; and current flow interrupter means coupled betweensaid master circuit means and said coil means, said current flowinterrupter means providing intermittent pulses of current to said coilmeans in response to received throttle control signals for moving saidplunger means and the throttle linkage.

9. The combination as in claim 8 wherein said solenoid means furtherincludes holding coil means coupled to said plunger means and connectedto said master-circuit means for receiving said throttle control signalsand applying holding force on said plunger means, said solenoid meansincluding spring means for urging said plunger means in a directionopposite that urged by current flow in said coil means and said holdingcoil means.

10. The combination as in claim 8 wherein said solenoid means includesresilient means in cooperation with the end of said plunger means forurging said plunger means in a direction opposite that urged by currentapplied to said coil means.

11. For use in an engine starting and temperature control system,automatic control apparatus comprising:

electronic holding circuit means for providing standby power, saidelectronic holding circuit means including first terminal means forreceiving-safety disabling signals for disabling said electronic holdingcircuit, said electronic holding circuit means further including firstswitching means for setting said electronic holding circuit means toprovide said standby power; master circuit means, including secondswitching means coupled to said electronic holding circuit means, saidmaster circuit means including temperature condition terminal means forreceiving indications of activating temperature conditions foractivating said master circuit means, said master circuit meansincluding output terminal means for providing throttle control signals,ignition control signals, and starter activation signals in response tosaid activating temperature conditions, and for removing said throttlesignals and said ignition control signals in the absence of saidactivating temperature conditions; and Y starter circuit means,including third switching means coupled to said output terminal meansfor receiving said starter activation signals, and including starteroutput signal means for coupling power to the starter in response tosaid starter activation signals, and self-running input terminal meansfor receiving signals indicative that the engine is self-running, saidthird switching means arranged for terminating the delivery of saidpower at said starter output signal means for allowing the engine toidle. 12. The apparatus as in claim 11 wherein said electronic holdingcircuit means includes voltage charge retaining means for maintainingsaid electronic holding circuit means in an operative condition toprovide said standby power during periods of voltage fluctuationoccurring during the time said starter circuit means is applying saidpower to the starter.

13. The apparatusas in claim lland further including electronic crankperiod timer means coupled to said electronic holding circuit means andsaid starter circuit means for deactivating said electronic holdingcircuit means in the event the signal indicative that the engine isself-running is not received within a predetermined time period, T

14. The apparatus as in claim 13 wherein said electronic crank periodtimer means includes further voltage charge retaining means for chargingduring the time the engine is being cranked, and transistor switchingmeans coupled to said electronic holding circuit means and to saidfurther voltage charge retaining means for switching said electronicholding circuit means off when said further voltage charge retainingmeans achieves a predetermined voltage level without sai starter circuitmeans having received said signal indicative that the engine isself-running.

15. The apparatus as in claim 13 and further including temperatureconditioner control means coupled to said master circuit means, saidstarter circuit means, and said electronic crank period timer means forproviding temperature conditioner activating signals after the enginehas started.

22 3 UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No- 3S69 724 Dated March 9 1971 Inventor(s) ANDREW KUEHN, III

It is certified that error appears in the above-identified patent andthat said Letters Patent are hereby corrected as shown below:

Column 1 line 49 "spaced" should be -space- Column 4 line 29 "thermal"should be -terminal Signed and sealed this 15th day of June 1971.

Attwst:

'*-'ILLIAM s L Attesting fficer C IUYLmR, JR.

Commissioner of Patents

1. An automatic engine starter and temperature control system for usewith an internal combustion engine having an electrical systEm includinga battery, a voltage regulator, a coil, and a distributor, a startercoupled to the battery for cranking the engine, and a throttle linkagefor controlling the speed of the engine, and gear selection apparatus,the combination including: temperature condition sensing means forproviding a first conductive path to a reference voltage in response tofirst sensed temperature conditions and opening said first conductivepath in response to second sensed temperature conditions; safety switchmeans for sensing the state of the gear selection apparatus andproviding a second conductive path to a reference voltage in response tosaid gear selection apparatus being in first selection positions andopening said second conductive path in response to said gear selectionapparatus being in second selection positions; engine self-runningsensing means for sensing when the engine is self-running and includingsignaling means for providing selfrunning indicating signals when theengine is self-running; throttle control means for coupling to thethrottle linkage for altering the position of the linkage in response toreceived throttle control signals; time delay circuit means for sensingwhen the engine has started momentarily and has failed to remainself-running, said time delay circuit means including electronic delaycontrol means for preventing attempting to automatically restart theengine for a predetermined period of time sufficient to allow the engineto slow substantially to a stop; temperature conditioning means forconditioning temperature in a predetermined manner, said temperatureconditioning means including activating means for receiving temperatureconditioning means activating signals for causing activation of saidtemperature conditioning means in response thereto; and automaticcontrol system means for coupling to the starter and the coil, andcoupled to said temperature condition sensing means, said safety switchmeans, said engine self-running sensing means, said throttle controlmeans, said time delay circuit means, and said temperature conditioningmeans for automatically activating the starter for starting the enginewhen said first and second conductive paths are closed and in theabsence of said self-running indicating signals, said automatic controlsystem means including electronic crank period timer means fordeactivating said control system means in the event said self-runningindicating signal is not received within a predetermined period, andfurther including temperature conditioning means signaling means forproviding said temperature conditioning means activating signals aftersaid first conductive path is opened and said self-running indicatingsignal is received, and the opening of said first or second conductivepaths while the engine is running causing the engine to be shut off. 2.The combination as in claim 1 wherein said automatic control systemmeans includes electronic holding circuit means coupled to said safetyswitch means for providing standby power while said second conductivepath is closed, said electronic holding circuit means including firstswitching means for setting said electronic holding circuit means toprovide said standby power; first coupling means for coupling saidelectronic holding circuit means to said electronic crank period timermeans; master circuit means including second switching means coupled tosaid holding circuit means, said second switching means includingterminal means for providing starter signals and means for applying saidthrottle control signals to said throttle control means and ignitionsignals to said coil, said master circuit means including secondcoupling means coupled to said temperature condition sensing means forproviding said starter signals, said throttle control signals, and saidignition signals when said first conductive path is closed; startercircuit means, including third switching means coupled to said terminalmeans, and including starter outpuT means coupled to the starter forapplying power thereto in response to said starter signals, and inputmeans coupled to said self-running sensing means for interrupting saidpower to the starter for permitting the engine to idle in response tosaid self-running indicating signals; and control means coupled to saidstarter circuit means, said master circuit means and said electroniccrank period timer means for providing said temperature conditioningmeans activating signals after the engine has started.
 3. Thecombination as in claim 2 wherein said electronic holding circuit meansincludes voltage charge retaining means for maintaining said electronicholding circuit means in an operative condition to provide said standbypower during periods of voltage fluctuation occurring during the timesaid starter circuit means is applying said power to the starter.
 4. Thecombination as in claim 3 wherein said electronic crank period timermeans includes further voltage charge retaining means for chargingduring the time the engine is being cranked, and transistor switchingmeans coupled to said electronic holding circuit means and to saidfurther voltage charge retaining means for switching said electronicholding circuit means off when said further voltage charge retainingmeans achieves a predetermined voltage level without said startercircuit means having received said self-running indicating signal. 5.The combination as in claim 4 wherein said time delay means includesswitchable means for providing a controlled conductive path to areference voltage, said controlled conductive path including normallyclosed sensing means for sensing when the engine has initially startedand opening said controlled conductive path in response thereto; saidswitchable means including gate control means for controlling conductionthrough said switchable means; capacitor means coupled to said gatecontrol means for storing a predetermined voltage level while saidcontrolled conductive path is closed and preventing said switchablemeans from again conducting until said predetermined voltage level hasbeen substantially discharged therefrom.
 6. The combination as in claim5 wherein said safety switch means includes switchable transistorcircuit means coupled to said electronic holding circuit means forproviding said second conductive path to a reference voltage for saidelectronic holding circuit means while said switchable transistor meansis conductive and for opening said second conductive path when saidswitchable transistor means is nonconductive for disabling saidelectronic holding circuit means; conductor means for coupling saidswitchable transistor circuit means to the gear selection apparatus,said switchable transistor circuit means maintained conductive while thegear selection apparatus is in said first selection positions andswitched nonconductive when the gear selection apparatus is in saidsecond selection positions; and said switchable transistor circuit meansincluding isolation means for preventing the inadvertent resetting ofsaid electronic holding circuit means once said switchable transistorcircuit means has been rendered nonconductive.
 7. The combination as inclaim 6 wherein said engine self-running sensing means includes magneticswitch means coupled to the starter for sensing starter current throughcoupling to the electromagnetic field generated by said current, saidmagnetic switch means responsive to a predetermined level of saidelectromagnetic field for holding said magnetic switch means closed forcompleting a conductive path to a reference voltage, said magneticswitch means including means spring-biased to open in the absence ofsaid predetermined level of electromagnetic field, the opening of saidmagnetic switch means opening said conductive path for providing saidself-running indicating signals.
 8. The combination as in claim 4wherein said throttle control means includes solenoid means having atleast one coil means and plunger means coUpled to said coil means, saidplunger means for coupling to the throttle linkage; and current flowinterrupter means coupled between said master circuit means and saidcoil means, said current flow interrupter means providing intermittentpulses of current to said coil means in response to received throttlecontrol signals for moving said plunger means and the throttle linkage.9. The combination as in claim 8 wherein said solenoid means furtherincludes holding coil means coupled to said plunger means and connectedto said master circuit means for receiving said throttle control signalsand applying holding force on said plunger means, said solenoid meansincluding spring means for urging said plunger means in a directionopposite that urged by current flow in said coil means and said holdingcoil means.
 10. The combination as in claim 8 wherein said solenoidmeans includes resilient means in cooperation with the end of saidplunger means for urging said plunger means in a direction opposite thaturged by current applied to said coil means.
 11. For use in an enginestarting and temperature control system, automatic control apparatuscomprising: electronic holding circuit means for providing standbypower, said electronic holding circuit means including first terminalmeans for receiving safety disabling signals for disabling saidelectronic holding circuit, said electronic holding circuit meansfurther including first switching means for setting said electronicholding circuit means to provide said standby power; master circuitmeans, including second switching means coupled to said electronicholding circuit means, said master circuit means including temperaturecondition terminal means for receiving indications of activatingtemperature conditions for activating said master circuit means, saidmaster circuit means including output terminal means for providingthrottle control signals, ignition control signals, and starteractivation signals in response to said activating temperatureconditions, and for removing said throttle signals and said ignitioncontrol signals in the absence of said activating temperatureconditions; and starter circuit means, including third switching meanscoupled to said output terminal means for receiving said starteractivation signals, and including starter output signal means forcoupling power to the starter in response to said starter activationsignals, and self-running input terminal means for receiving signalsindicative that the engine is self-running, said third switching meansarranged for terminating the delivery of said power at said starteroutput signal means for allowing the engine to idle.
 12. The apparatusas in claim 11 wherein said electronic holding circuit means includesvoltage charge retaining means for maintaining said electronic holdingcircuit means in an operative condition to provide said standby powerduring periods of voltage fluctuation occurring during the time saidstarter circuit means is applying said power to the starter.
 13. Theapparatus as in claim 11 and further including electronic crank periodtimer means coupled to said electronic holding circuit means and saidstarter circuit means for deactivating said electronic holding circuitmeans in the event the signal indicative that the engine is self-runningis not received within a predetermined time period.
 14. The apparatus asin claim 13 wherein said electronic crank period timer means includesfurther voltage charge retaining means for charging during the time theengine is being cranked, and transistor switching means coupled to saidelectronic holding circuit means and to said further voltage chargeretaining means for switching said electronic holding circuit means offwhen said further voltage charge retaining means achieves apredetermined voltage level without said starter circuit means havingreceived said signal indicative that the engine is self-running.
 15. Theapparatus as in claim 13 and further including temperature conditionercontrol means coupled to said master circuit means, said starter circuitmeans, and said electronic crank period timer means for providingtemperature conditioner activating signals after the engine has started.